Feeding device for internal-combustion engines



Aug-[5 1930 E. sElGNoL 1,772,160

FEEDING DEVICE FOR INTERNAL COMBUSTION ENQINES Filed Sept. 25. 1927 5 Sheets-Sheet l E. sElcsNoL 1,772,160

FEEDING DEVICE FOR INTE/RNAL COMBUSTION ENGINES Aug. 5, 1930.

Filed Sept. 23. 1927 5 Sheets-Sheet 2 E. SEIGNOL Aug. 5, 1930.

\FEEDING DEVICE EoR INTERNAL coMUsTIo'N ENGINES Filed Sept. 25, 1927 5 Sheets-Sheet 5 .6. a w, *E Y FEEDING DEVICE FOR INTERNAL. coMBUsTloN ENGINES E. SEIGNOL Aug. 5, 1930.

Filed Sept. 23. 1927 5 Sheets-Sheet 4 E. SEIGNOL 1,772,160

FEEDING DEVICE FOR INTERNAL COMBUSTION ENGINES Aug. 5, 1930.

5 Sheets-Sheet 5 Filed Sept. 23, 1927 sa' as' Patented ug. 5A, 193() UNITED STATES PATENT clerics g `1 Y EDOUARD SEIGNOL, or Panis, salmon FEEDING DEVICE FOR NTERNAL-COMBUSTIGN ENGNES Application filed September 23, 1927, Serial No. 221,539, and in France January 1S, 1927.

A perfect feeding device for internal combustion engines should 'act at all times as an actual gas generator which produces independently of the momentary conditions of operation of the engine which it feeds, a quantity of gas suiiicient for the needs of the latter, this gas always having the same composition.

The present invention refers to feeding devices for internal combustion engines, in which the fuel is raised by a Venturi tube to a certain heigh't or merely to a level above the fuel reservoir, then mixes With air in the Venturi tube and is carried in its new physical state to the intake of the engine Where there is provided final means for charging the mixture With air, with means for regulating Vthe admission of air.

Such a feeding system, has the disadvantage, particularly in engines With high output, of not feeding the engine infimediatelyv and with a proper mixture principally picking up at loW conditions'ofWorking when the control throttle valve is open to the full admission position.

The improvements forming the subject of the present invention provide for a feeding.

system of this type having a great constancy in the quality of the rich mixture formed in the neighbourhood of the reservoir and-in the regulation lof the carburetted mixture supplied to the engine, and thisfor every position of the control throttle valve and for each state or variation in state of the engine.

This feeding system comprises essentially the combination (a) of a primary Carburation arrangement situated on or in the Carburettor reservoir and fed by tubes dipping therein, the reservoir being arranged with a natural or artificial suction, (o) of an arrangement of piping` for leading the very rich mixture formed by the primary Carburation arrangement, (c) of a secondary Carburation arrangement creating -suction in the said pipe and provided with an automatic control member for the air actuated by the suction existing in the secondary Carburation arrangement.

The two primary and secondary carburation systems do not act independently of one another, the secondary Carburation arrangement confining itself to diluting the mixture produced `by the primary. By the provision of a suction appreciably constant the secondary Carburation device vhas a direct and necessary action of the operation of the primary, to assure a regularity of operation in'all cases, even of lotv conditions of Workingvvhen the throttle is fully open.

A further object is to simplify the second`- ary Carburation arrangement Which receives the mixture in proximity to the engine, This object isaccomplished by the provision of an arrangement to control by means of suction existing inthe Carburation arrangement, the plug, gate or slide placed in the entry to this latter, and to determine its opening according to the amount of this suction in such a manner as to create in the admission pipe a suction of an appreciably constant value.

The invention comprises several subsidiary arrangementswhich Will be described hereafter. rlhese arrangements, as also the chief means' and details forming in their combination the entire feeding device Which is described below, may of Course be used in other Carburation systems than those referred to above.

The invention is panying drawings. K

Figure l is a. diagrammatic elevation of the Whole arrangement mounted on an automobile chassis, of a feeding device constructed in accordance With the invention. Figure@ is a longitudinal section, to a larger scale, of one form of construction of engine feeding'dev'ice, provided With a number of the improvements forming the subject of the present invention. Figure 3 is a diametral section on the line 3-3 of the secondary carburation arrangement in Figure 2. Figure 4 is asimilar vievv on the line 4.-4 ofv Figure 3. Figure 5 is a sectional kplan on the line 5-5 of the primary Carburation arrangement shown in Figure 2. Figure 6, is a partial illustrated in the accom- :section on the line 6 6 of Figure 5.' Figure 7 is a diametric section of the safety valve. Figure 8 is a section in vplan on the line 8 8 of Figure 7 Figure 9 is a longitudinal sec/-y tion of a modification. Figure l0 is an'end view of this modication in part. Figurell is a longitudinal section on the line 11-11 of Figure 12 of a modificationof the feeding device, particularly intended for use with industrial motors. Figure 12 is a section on the line 12-12 of Figure 11. Figure 13 is an end view of the feeding device shown in Figures 11 and 12. Figure 14 is a fragmentary section of a detail on the line 14H14 of Figure 13. Figure 15 is a longitudinal section on the line 15-15 of Figure 16 of another modiiication. Figure 16 is a section on the line 16-16 of Figure Y15.

In the varioustigures of the drawings, the invention is shown in its applicati-on to a feedingdevice; raising the fuel with a reservoir situated at some distance from the engine, thisdevice being of the type in which a rich mixture is produced in the immediate neighbourhoodof the reservoir and is carried upy to the engine where the rich mixture is mixed with a cert-ain quantity of supplementary air.

, As illustrated in Figures 1 and 2, the feeding device a, b feeds thev engine c` from a fuel reservoir CZ, 4a primary Carburation arrangement e bei-ng connected to a secondary carburation arrangement Z2 by pipes e and As shown in detail in Figures 2, 3 and 4, the secondary Carburation arrangement comprises a diffuser Venturi tube 1, adjacent to an air inlet 2, and communicating with the intake ofthe motor by the tube 3 in which is the usual throttle valve 4. rlhis valve is 'provided with a hole 4a.

Inthey neighbourhood of the narrow part ofthe diffuser 1, is af pipe" e. which communicates with a primary Venturi tube 5 of which the narrow part 6 is in communication with a lchamber 7 communicating with the carburation arrangement 8 contained in thereservoir Z by a tube 9 which` extends to the bottom of the reservoir, and whose upper end leads into the chamberl 7. rlh-is chamber 7 is air-tight and is closed hermetically by a cap 10. The inlet 11 to the Venturi tube 5 open to the atmosphere (see Figure 5).

On the other hand?, the pipe f con'nnunica-tes with a channel 12, 12@ (Fig. 4) whichv leads intothe tube 3 on the down stream side ofthe throttle valve 4 at the point where this valve engages the wall of the tube 3 when it is closed. At its other end the tube f communicates witha second primary Venturi 'tubef13,'of dimensions similar to the forair opening providedv with a calibrated hole Y 17 provides a constant admission of air into the channel 12a whatever be the position of the valve 16.

The whole of the primary Carburation arrangement a is hermetically secured by joint 18 to the reservoir cl.

A valve 19, (Figure 4) -operable by spindle 20 providedwith a tappet 20a, which during rotation engages with a fixed abutment 20h, enables the iow of rich mixture for'normal running to be regulated.

rEhe pipe e leads into a chamber e which communicates through a suitable number of oriiices e2 with the interior of the diffuser 1 in the neighbourhood of the neck of the latter, which may be provided with an enlargement- 1a. f

The air inlet 2, near theneck of the diffuser Venturi tube 1, is provided with a gate 21, pivotally mounted on an axis 22 and capable of displacement. with or without a small amount of clearance, in a cylinder 21 which communicates with the air inlet 2. This gate comprises asolid part 21SL and is provided with holes 21C. ln the position shown in Figure 2, it completely, or nearly completely blocks a port 2 formedinr the wall ofthe cylinder 21a. Vhen the gate 21 turns about its axis 22,. it covers or uncovers the port 2a. The resultant eifect of. arranging the parts so as to bring the gate valve 21 close to the neck of the diffuser Venturi tube 1, is to maintain. a relatively high air-'speed reven when this valve is nearly closed.

@n the hub 24 of the gate is fixed a vane 24 capable of movement in a chamber 21d of the cylinder 21a. This chamber is bounded by two fixed partitions 21e and 21f which extend as far as the hub 24. The travel of the vane 24a is limited onone side bv the the diffuser, is fixedl at one of its ends to the axis 22 and at its other end to la box 30a which, in order to regulate the tension on the spring, may be turned on the cylindrical projection 30b on the cylinder 21a, and secured after rotation by a screw 30C and holes 30d.

rlhe cylinder 21EL is provided with an orifice Y 32 allowing communication from one of the sides of the vane 24a with the surrounding air. A port 33 connects the other side of the vane with a point 34 in the diffuser 1 near the neck of the latter. A. valve orrother control device may be situated in the air inlet 32 or in the port so asto brake themovements of the whole (gate and vane) with the object of preventing this device from synchronizing with the long period vibrations produced in the admission pipe during operation at high speed and low fuel admission. This occurs when the automobile is ruiming in flat or descending country.

i The apparatus Vacts as follows'ty The position of the throttle valve e shown in the ligure corresponds to slow running. For this stage of operation the enginesuclrs through the tube 3, the hole lla, the channel 12, 12a and the pipe 7 into the Venturi tube 13` thus raising the petrol by the. pipe 15, and supplies to the channel 12 and to the hole la a very rich carburetted mixture whose quantity is regulated on the one hand by the discharge from the Venturi tube 13 and by its calibrated hole 13a and on the other hand by the position of the valve 16, while a certain quantity of air, admitted through 17, mises at 12a with the rich mixture coming from the pipe 7.V Duringr this time the pressure in the diffuser 1 is Zero, atmospheric pressure establishing itself in the diffuser by the clearance which exists round the gate 21, and

fi contingently by the communication established through the Venturi'pipe 5, the tube c, the valve 19, the chamber el, and the holes @2. The spring 30 in consequence turn the vane 24a to its lowermost position against the partition 21f, (the full-line position. shown in Figure 2) and in consequence close the air inlet 2a, 2.

lf, in order to pass to normal operation, the throttle valve 1 is opened. the'suction in the tube 3 extends into the diffuser l and is transmitted through the holes e2, chamber c and the tube c to the Venturi tube 5, which sucks the fuel by the tube 9 through the chambers 7 in which a vacuum is established. This fuel reaches the Venturi tube 5 through 'the descending conduit 9a, and enters through the neel: G of the said Venturi tube, producing, by mixing with the indrawn air, a very rich carburetted mixture which passes into the diffuser 1. The suction is transmitted filso through 33 to the vane 211EL which, owing to the fact that its other face is submitted to atmospheric pressure owing to the orifice 32, is displaced towards the abutment 21g compressing the spring 30 and taking with it the gate 21b which uncovers the port 2a and allows the passage of the air, which passes through 2 to the diffuser 1 and miXes with the rich mixture which passes on from thence to the engine.

If, then, the engine can pick up its normal speed of working, the suction in the diffuser 1 will be great and the vane 24a will be displaced against the action of its springr 30,as far as the extreme position shown in Figure 2, correspon ding to the maximum opening of the air admission port 2a. lf for some reason or other, for example, a great resistance to `the engine, the latter turns less quickly although the throttle valve isr held :fully open, the pressure will decrease in the'diifuser A1 and in consequence in the conduit 33, and the vspring will return the vane 211@L with a certain lag, thus closing to some `extent the air admission port 2a and decreasing the quantity of air admitted Ato the Carburation devicefto anextent proportional to the new conditions of running of the engine. Ifthe engine regains itJs normal `running the reverse operations alre place and the gate 21 will returny towards its position of maximum opening and the quantity ofair admitted will become greater in proportion to the greater quantity of rich carburetted mixture sucked in bythe pipe4 e. i

The correct discharge of thefuelA as indicated in Figure 2 by the Venturi tube 13 for slow ruiming is assured either by the -calil brated orific'e'13a or by the natural discharge of the Venturi tube which is dimensioned accordingly. AThe constancy of the chargelof fuel by the Venturi tube is obtained by the hermetic closure of the reservoir, sealing it by means of a stopper which prevents the entry of air and by fitting a tube gwhich descends nearly to the bottom level of the reservoir CZ and communicates at'v its other end L with the atmosphere. lVhen through consumption the free level of the fuel falls in the reservoir b it causes a lowering of pressure in the space above this free level and the level of the fuel will fall in the tube g. l/Vhen this lowering of pressure is sufficiently great the atmospheric pressure will drive baclr the fuel in the tube g and the air will penetrate to the lower end of this latter in the reservoir so as to maintain above the free level of the fuel a depression which will be constantly equal to the height of the fuel above the lower end of the tube g. rlhe charge of fuel on the Venturi tubes, will, in consequence, be constantly equal to the algebraical sum of the height of the free level' of the fuel above the lowerend of the tube'gl and of the height between the free level ofthe fuel and the Venturi tubes, a sum which is constant.

ln Figure 2 is shown a channel 13b which provides communication between the suction chamber of the Venturi tube 13and the reservoir CZ. This arrangement allows, as soon as the venturi 13 commences to operate, thatis to say, as soon as the motor starts, a sufficient depression in the reservoir to assure an im` mediate operation of the air inlet tube g and to give from the start the desired charge of fuel to the Venturi tube 13. llii the example given, the vacuum is maintained iii the reservoir during normal running by the fact that it continues constantly to produce certain suction throughthe Venturi tube 13.

in order to Yfacilitate picking up,

turi tube 5 ceases to act and a certain quan-- tity of fuel accumulates in the chamber of A the Venturi tube 5 for normal running is fed through the chamber 7 in which the ascending tube 9 ISU this Venturi tube. During the pickup which follows, this quantity of fuel is immediately sucked through the Venturi 'tube and allows time for the fuel toV rise again through the tube 9 and reach the suction chamber of the vsaid Venturi tube through the conduit 9a without any retardation in the admission of the mixture.

Thus there is no interruption in the carbu ration and it is even possible to assure a momentary enrichment in the carburetted mixture at the moment of picking up. f

In thercase where there is no channel 13 0r where the reservoir Z is hernietically closed, it may happen that when the fuel has been reduced to a low temperature in consequence of the circulation outside of the automobile which carries the reservoir, and when this vehicle enters a vplace such as a garage having an appreciably higher temperature, a pressure may be set up above the free level of the liquid and drive the fuel out through4 the tubes l5 and 9 and finally through g and make itrspill outside.

T-o avoid the establishment of this pressure while permitting a depression to develop in the interior of the reservoir to produce every useful effect, such as a regulation of the height of the charge of the Venturi tubes or the extent of the height of the fuel in the reservoir, the closing stop for the reservoir, as is indicated in Figures 7 and 8, may be provided with a safety valve, which, for example, comprises a very light metallic disc resting on a seat j separated 'by the plug 7s from the reservoir d.

rl`his disc is provided with guiding Wings Z so that the spaces between them allow pas-` sage of the air contained in the reservoir when under the pressure which is established in the interior of the latter; The valve e' will be raised and abut against a stop m, which is itself pierced with holes n andcliept in place by a plug c provided with a hole p.

In the modihcation shown in Figures 9 and l0, the supply of air is produced by the combination of an obturator actuated by mecha nism submitted to the depression of the carburettor and by an automatic vane,y the obturator and the vane forming iii this case one and the same part.

Tn the air inlet of the secondary carburettor Z) is situated a Vane 2l mounted to pivot von an axle 22. VThis vane normally with an abutment 28; in this position it conipletely or nearly blocks the air inlet 2. When it pivots about its axis this vane maj-,italie the position shown in dotted lines at 21a Figure').V y

The hub 2dsupporting this vane meshes witha rack 25 formed on a rod 26 capable of sliding longitudinally in a passage 2?'.

`This rod is connected to a'piston 28 which can slide in a cylinder 29 and whichris con-y f stantly urged to the left ofthe ligure by a springy 30. The end of the cylinder 29 is closed bv a plug 3l provided with a hole` For this period of operation'the engine drawsv the rich carburetted mixture through the tube 3, the conduit l2 and the pipe f, while a certain amount of air mixes vat l2 with the rich mixture passing through the tube f.' During this time the suction is Zero'iiithe diifuser in consequence of the clearance which is provided round the vane 2l and also in consequence of the communication which is estabislied through the tube e and the correction valve 19. The spriiigBO can, thus push the` piston 28 to the end of its travel towards-the left, which results in maintaining the vane 2l against its stop 23 and in consequence to close the inlet 2. f

lf, in order to change to the normal running, the control throttle valve d is opened the suction pressure which exists in the tube 3 reaches the diffuser l, which draws in the rich carburettcd mixture. j

K Tf the engine can take up its normal speed of working for a considerable opening of the valve Ll, the current of air which acts on t ie -vane 2l tends to open it wider, but if the conduit 33 did not exist this passage of air would be the only means of maintaining the vane 2l open against the opposing force of the spring 30, and this opening would only be obtained by the existence of a loss of charge limiting the entry of air into the diffuser l; the` engine could not then develop the power which it should produce for the openiiio in question of the valve Tt is at this point the part of the conduit 33 comes in.

llie suction which exists in the diifuser l and which is increased by the current of air and carburctted mixture in front of the orifice El, is transmitted to the cylinder 29 which, under the effect of the difference in pressure between the suction which exists in the cylinder 29 and the pressure of atmospheric air which penetrates through the conduit 32, compresses the spring 30 and pushesV the rod 26 and rack 2'? towards the right of the figure, which results in causing the Y hub to rotate, and in consequence the vane 2l, about their axis 22 so as to increase the opening offered to the passage of air. This arrangement permits, if the force of the spring 30 is suitably adjusted, completely to .iio've the vane 2l as far as the position shown at 2la in the drawings and in consequence to free the air inlet 2 tothe Carburettor entirely. Theloss of charge which would have existed in the arrangement which has justy in the carburation arrangement been described is in consequence entirely suppressed.

lf While the throttle valve l is Wide open the engine experiences an increased ance, which diminishes its speed o'f rotation to a marked degree, the quantity ofr carburetted mixture drawn in by it decreases, and the suction then; becomes too iveal; in tbe diuser l for the Apiston 28 to continue to compress the spring 30. The vanev 2l, no longer actuated by the depresison which Was previously transmitted through the conduit 33 to the piston 28, closes until it'talres a position of equilibrium Which for a suitable force applied to begin with to the spring 30, allows the correct quantity of air to enter, so as to maintain a suitable dilution for the carburetted mixture.

it Will thus be seen that the vane 2l acts partly in an automatic manner, simply against the action Aof a. spring 30, when for a small opening of the throttle valve d, or a low speed of running-- of' 'the engine, the throttle valve l'beingiully open, the suction is small in the diffuser l, but that, onV the contrary, it acts as an obturator depend nt on the suctionv in the diffuser l (static or dynamic suction) While, when the throttle valve 4c is open, the engine Will take up its normal running. l

' It should' be noted that, at certain periods of the operation of the feeding arrangement the vane 2l mayV operate at the saine flle as an automatic vane and as an obturator actuated by the depression inthe diffuser.

' Figures ll, l2, 13,- lil corresponding to a feeding device for aiiindustrial motor engine arenot provided with an ariane-enr for slow running; the obturating g Je ttor dilution 2l is not intliis case actuated by aV piston. but by a va Ae .128% lt will be seen that in these figures the arrangement of' secondary carubrettorb with its tube @supplied Wit-h rich carburetted mixture is furnished a suitable arrangement, such as for eX- ample arrangement similar to that shown in Figures 2-5, a'ditfuser l, air inlet 2, sleeves 3 leading to the engine, and obturating conA trol gate 2l mounted on'its airis 22. But

here in place of the obturating gate 21 being actuated by a piston 28 it is actuated by a vane 28et mounted on the axis 22 of the gate 2l against the action ota spiral spring 30"- housed in the boss 34. vl suction existing is transmit 33 and 33a.

ted to the vane 28a by conduits limits the closed position of the A stop 23 gate 2l.

The operation ofrthis 'feedingdevice is the same in principle as that described in the preceding figures. lVhenthe suction is large in the tube 3 and the diffuser l, it is trans mitted not only to tl egate 2l to open it but also by the conduits 33and 331 t the vane 28:l Which through its `axis 22 follows the movement of the gate 2l'and forces it to open completely, so as completely to 4free the air inlet 2. On the contrary, When the suction is small in l and 3, it acts principally on the gate 2l so as to limit the entry of air into the Carburation arrangement. i l

There is shovfn at 35 in Figure l2, a stop which is shown in detail in Figure 14;.' This stop is mounted on a rod 36 solid with a loutla and blocks the gate 21; The-engine is started: on a very richmixture Which enters tnrough the tube a, butv by pulling' back the button 3'? and turning it through 90 degrees Alls shown in Figure 12 a certain amount of clearance may be provided, and' also at del round the .frate 2l so as to provide' permanently a certain admission of airv into the Carburation arrangement even When the slide 2132s closes.y

ln the modilication shownv in Figures 15 and l@ the same arrangement of the gate 2l is shown actuated by a vane 28a similar to that shown in Figures 12 andV 13, but here l2a and i6 for slow running' similar to-that snor-,vn in Figure 2: the arranfrement for 1 c carouration for normal running c, 19,761,

c2. l is alsovthe same as shown in Figure l/Vbat l do claim as mv invention, andv desire to secure by Letters Patent, is:

l. A feeding device 'tor internal Vcombustion enc'ines which comprises the combination of a diffuser at or near the neck of Whichfuel is fed, a throttle between the diffuser and the engine, a gate situated in the suction .passage of the diffuser at the upstream end thereof and forming part of Aa cylindricalsurface, mountedon anaxial spindle Whichcarries a ilap open at one side to the atmosphere andA at the other side to the engine suction.

2. A feeding device forY internalcombustion engines which comprises the Acombination of a diffuser at ornear the neck of which fuel is-fed, a throttle between the diffuser and the engine, -a gate situated in thesuction passage ofthe diffuser at theupstream end .thereof and formingl part of a cylindrical surface, mounted on an axial spindle which carries a flap open-at side tothe atmosphere and at theother side to the engine suction, and' an adjustal'ile spring tendingcto close said gate.l y x I' j i I 3. A feeding system toi? internal combus tion engines Which comprises the combinationy of a single diffuser 'Venturi tube, a, throttle t e stop 35 is moved so as to free the', gate ,21;V

nre is a Carburation arran ;ement y", 12,V

situated between the said diffuser and the engine, two Venturi tubes adapted to raise 'fuel from a reservoir and to mix air therewith for producing a rich mixture, connecting pipes discharging said mixture into the diffuser attivo different points therein, and an air inlet valve in the suction passage at the rip-stream side of the diffuser and in close proximity to the neck of the diffuser, said vvalve being controlled wholly by suction in the diffuser at a point intermediate said tivo different points only so as to openwhen suction occurs, the amount of opening increasing Vwith increase of suction.

l. A. feeding system for internal combustion engines which compri ses the combination f a single diuser Venturi tube, a throttle situated between the said diffuser and the engine, two Venturitubes each adapted to raise fuelfrom a fuel reservoir and to mix air therewith yto form a rich mixture., the first Venturi tube discharging into the diffuser in the, yneighborhood of the throttle and at the enfuel'from a fuel reservoir and to mix air therewith to form a rich mixture, the first Venturi tube discharging into the diffuser in the neighborhood of the throttle and atthe engine suction side of it, while the second Venturi Vdisclianses in the diffuser near the neck thereof, and an air valve in the suction passage on the rip-stream side of the diffuser and in'close proximity to the neck of the dif Y f friser, said valve being controlled by the suction in the ditfuser, together with a duct leading from one of the Venturi tubes tothe space above the free surface of the fuel inA the reservoir, and an inlet pipe open to the atmosphere and extending substantially to the bottom of the reservoir.

6; A feeding system for internal combustionengines which comprises the combination of a single diffuserVenturi tube,fa throttle Vsituated between the said diffuser and the engine, two vVenturi tubes each adapted to raise fuel from a fuel reservoir and to mix air therevwith toY ferm a rich mixture, the first Venturi tube discharging;v into the diffuser in the neighbo'rhoedk of the throttle and at the eiigine suction side of'it, while the second venturi discharges in the diffuser near the neck thereof, and an air valve in the suction passage on the'up-stream sidefof the diffuser and in close proximity to the neck of the diuser,

said valve being controlled by the suction in the diffuser, together with a duct leading from one of the Venturi tubes to the space above the free surface of the fuel inthe reservoir, an inlet pipe open to the atmosphere and extending substantially to the bottom of the reservoir, and means for maintaining a supply of fuel at or near the neck of that one of the Venturi tubes which is adapted to feed for normal running. i

7. ln a fuel feeding device for linternal combustion engines, the combination of a diffuser Venturi tube at or near the lneck of which fuel is fed, a throttle between the diffuser and the engine, a rotary air inlet valve situated in the suction passage tip-stream of the diffuser, a spindle on which the saidvalve is fixedly mounted for operation, and an incased fiap also lixedly mounted on the spindle with one sidel inv op-erative communication with a point in the divergingpartV of the diffuser Venturi tube for exposure to the suction produced,dynamically by the passage of the fuel mixture, and the other side exposed to the atmosphere.

" 8. ln a fuel feeding device for internal" combustion engines,`the combination of a diffuser Venturi tube at or near the Vvneck of`y which fuel is fed, a throttle between the diffuserand the engine, a rotary air inlet valve situated in the suction passage tip-stream of the diffuser, a spindle on which thesaid valve is fixedly mounted for operation, an increased Hap also fixedly mounted on the spindle with one side inoperative communication with a point in the diverging-V part vof, the diuser Venturi tube for exposure to the suction produced dynamically by the passage of the fuel mixture, andthe other side `exposed to the atmosphere, and avretractile spring tending to rotate ysaid valve into closed position and to rotate the flap against the tension of the dynamically produced suction. ,f ln testimony whereof I have aiiixedmy signature. Y

EDOUARD SEIGNOL.

iia 

